Examining urban development trends and characteristics: future of public transportation in greater bandung

This article investigates the urban development trends and characteristics of Greater Bandung, Indonesia, with the goal of projecting the future urban landscape and proposing government actions. The study analyzes the existing situation of urban development in the region by utilizing government regulations, statutes, and planning documents, including designs. The findings provide a complete knowledge of how Greater Bandung’s urban landscape is anticipated to grow and highlight significant areas that require attention. The analysis identifies significant inadequacies in transportation infrastructure and underlines the need for government intervention to remedy these deficiencies by reviewing existing policies and plans. Transportation modelling was employed to give validation and sense in numerical sense of travel volumes in the roads of Bandung, helping to form a concise recommendation. The article will be useful for policymakers, urban planners, and stakeholders interested in the future development of Public Transportation in Greater Bandung. These recommendations encompass transit hubs and corridors suggestions to accommodate future growth of the city and its surrounding areas. The result of the study analysis shows that the development of the Greater Bandung Area can be done by prioritizing 7 (seven) main points of interest which are translated into 9 (nine) nodes. These nodes can be connected into 2 (two) main corridors as the backbone and 21 feeder corridors.


Introduction
Urban development is an essential aspect in modern societies, shaping the physical, social, and economic landscape of cities.In the context of Indonesia, rapid urbanization has posed significant challenges in managing urban growth and ensuring sustainable development.
The development of major cities is clearly evident with the establishment of metropolitan areas.Metropolitan areas have been defined in [1] on Spatial Planning as self-contained urban areas or cores that are functionally connected to the surrounding areas.The fundamental reason for establishing metropolitan areas is the orientation towards achieving improvement in economic aspects, welfare, modernity, and sustainability.Bandung Raya is one of the metropolitan regions characterized by its central growth, along with Bodebek Karpur Metropolitan and Greater Cirebon Metropolitan [2].
Greater Bandung consists of 6 regencies and cities across the basin in West Java Province.With an area of 343.087Ha, it is estimated that the population of Bandung Metropolitan Area will reach 12 1294 (2024) 012001 IOP Publishing doi:10.1088/1755-1315/1294/1/012001 2 million inhabitants in 2030 [3].Greater Bandung covers the area of Bandung City, Cimahi City, Padalarang Regency, West Bandung Regency, Bandung Regency, and Sumedang Regency.The region as a whole has been enjoying economic growth to this day and has been targeted to be among one of the world-class tourism destinations in Indonesia by the government.
The arrangement regarding Greater Bandung is contained in the Presidential Regulation No. 45 of 2018 [4] which discusses national strategic areas.There are several main issues in its development into a metropolitan area, one of which is about transportation, namely the movement to and from the main cities (Bandung City and Cimahi City).To support the acceleration of these issues, the Bandung Basin Area Management Agency (Badan Pengelola Kawasan Cekungan Bandung) was formed through West Java Governor Regulation No. 86 of 2020 [5] with the tasks and functions of planning, managing, developing, cross-regional public services, and controlling space utilization in the Greater Bandung.
The Greater Bandung has experienced considerable urban sprawl in recent years, resulting in the formation of Greater Bandung as a metropolitan area encompassing several surrounding cities and regencies.The amount of movement and growth that has occurred without being balanced by adjustments to its infrastructure has led to traffic saturation [6].This is in accordance with the characteristics of big cities in Indonesia in the transportation sector which often occurs is congestion [7].
Understanding the trends and characteristics of urban development in Greater Bandung is crucial for effective planning and decision-making processes.It provides insights into the current state of the urban landscape, identifies potential flaws, and guides interventions to shape a more sustainable and livable future for the region.While some studies have explored specific aspects of urban development in Bandung, there remains a gap in research that comprehensively examines the urban development trends and characteristics across Greater Bandung as a whole.
The purpose of this research paper is to address this gap by conducting literature study of the urban development trends and characteristics of areas within Greater Bandung, Indonesia.The paper aims to provide an understanding of the future urban landscape of the region based on government laws, statutes, and planning documents, including blueprints.By examining these official documents, the research seeks to identify the existing flaws in the urban development trajectory of Greater Bandung and propose potential interventions that the government could undertake.
Moreover, this research places special emphasis on the importance of urban transit and transportation infrastructure development as a key aspect of urban planning.Efficient and sustainable transportation networks are essential for addressing the challenges posed by rapid urbanization, such as traffic congestion, air pollution, and inadequate mobility options.By analyzing existing policies and plans, this study aims to shed light on potential shortcomings in transportation infrastructure and provide recommendations for government intervention in this critical area.

Literature Study 2.1 Bandung Metropolitan Area
Subroto [8] stated that the built-up area in the Greater Bandung is currently concentrated in Bandung City with its total area reaching a total proportion of 90.66%, followed by Cimahi City with 88.35%.Limited land in both urban areas causes sporadic and uncontrolled expansion of built-up area growth to the surrounding area and is referred to as urban sprawl.The direction of the 15 urban areas development is based on Presidential Regulation No. 45 of 2018 on Urban Area Spatial Plan of Greater Bandung [4], namely: development relies on local strengths and potentials by holding the potential of the area fundamentally, including community empowerment, development of tourist activity centers, development of supporting facilities and infrastructure, and integration between nature conservation areas, cultivation, and tourism.Therefore, transportation is essential to actualize an integrated urban system between core urban areas from and to the surrounding area.The zoning of the area is shown in the following table: From each urban area development based on regional regulations regarding the Greater Bandung Spatial and Regional Plan (RTRW), the main points of activity are obtained in the table below: From the activity area center that has been described in RTRW for each regional area, further corrections are made to existing conditions and developments which became the center of movement of the new trip generation and trip attraction with tourism potential, commercial activities, residential areas, industry, thus "Point of Interest" is obtained.The intended movements and pulls are used to express current and forecast future movements.

Corridor and Route Selection Method
An indication of the need for transportation facilities is the increase in population, regional development, growth of activity centers, increase in urbanization, increase in income, the desire to travel will increase.The use of private vehicles is certainly not a solution as the main means of transportation for Greater Bandung.In current condition of Bandung City, the number of private vehicle ownership almost equals the population in Bandung City.Increased traffic volume induced by this current trend will overpopulate the road and cause frequent delays in travel time across the road networks, bringing financial losses and environmental impacts to a concerning level.Therefore, the development of public transport facilities and infrastructure should be a major focus for the municipal and central government.Furthermore, the development will provide increased integration and connectivity of each region of Greater Bandung.
Tamin [7] explains the basic concept of the four step modelling namely: In planning a route or transport corridor there are several theories used such as:

Trunk and Feeder
This concept is a service pattern with routes that only operate on the main corridor (trunk) and are equipped with the smaller feeder routes.Feeders aim to connect the main corridor with the initial and final destinations of passengers.Therefore, passengers need to transfer between the two routes (ITDP, 2016).The Trunk -Feeder concept is a system that is considered more effective and efficient.Operating the mode parallel to the road will not overload the road network.

Direct Service
Direct Service is a concept or system that can minimize the distribution of passengers from the feeder to the station or bus stop so that it will save passenger travel time.
This system needs to be put in place to improve the performance of public transport.With the concept of feeders and separate stops, passengers must transfer from one service to another service at the final terminal.As it cannot cut in the middle of the line, to save travel time, it is necessary to increase the range of areas covered by public transport, and serve the increase in passengers, it is necessary to implement direct service.

Methodology
The study is conducted with steps illustrated by the flow chart in Figure 2. Broadly speaking, there are two main works that will be carried out in this study, namely: 1. Spatial analysis and regional planning The initial stage of this research is to collect data through various media, books, scientific publications, the use of government regulations, articles of associations, and planning documents including design, as well as direct observation in the field.We also conducted undisclosed interview with anonymous experts and local transportation stakeholders to further understand the current and future urban and transportation planning trends in Greater Bandung

Transport modeling analysis
Using the data from spatial analysis, we have collected points of interest based on possible trip generation trends on current and future land-use.Trip distribution and modal split were done using PTV VISSUM software to project the volume of trips.Lastly, we examined the segments, their respective trips, and accessibility to find possible corridors to be recommended.

Future Demand in Greater Bandung
Based on the analysis study conducted, Greater Bandung has several locations that attract attention.The points are translated into 7 (seven) points of interest.The points were chosen as a result of an analysis conducted based on the potential movement and development of the area in the Greater Bandung Area which is explained in the table as follows: Table 4. Area Descriptions.
No Area Description 1 Lembang x Development of a world-class agro-tourism area.potential of more than 10,000 visitors at 3 (three) tourist attractions alone (Lembang Park Zoo, Floating market, and Great Asia Africa).x Generally a tourism area which may generate trips with all its attractions.
x Plans to be its own city in the future.

and 3
Bandung and Cimahi City Greater Bandung's core regions (Existing travel demands and volumes are already very high) 4 Soreang x Agglomeration of 5 areas (Soreang, Kutawaringin, Ketapang, Margahayu, Margaasih) which plans to build a CBD area (business centre) with apartments, hotels, business commerce centre inside.x Textile industrial complex.
x Capital of Bandung Residence.Potential development of new settlements due to easy access to the toll road to and from the core city ( x High-Speed Railway stops in Padalarang Station and new urban area development.
x Ease of Access and its impact on further sprawl.
There are 2 stations available as access hubs, so the potential for urban sprawl is even greater, which comes not from the Bandung area alone, but also residents from Jakarta.The chance for potential growth is utilised by the private sector to cooperate in developing the potential of the city area, one of which is a residential area, industry, religious tourism, artificial entertainment tourism.(Radarbandung.id,2022).

Rancaekek and Jatinangor
Fulfilment of movement service facilities from the Eastern part of Greater Bandung (starting point of the Cisumdawu Toll Road, meeting point of 4 national routes, the final end of the Purbaleunyi Toll Road) and the development of the Rancaekek Industrial Area, as well as the center of higher education in Jatinangor.
The first area is in the West Bandung Regency, namely Lembang, which is known to be a tourist area that has a very high attraction both on weekends and weekdays.It is necessary to develop transportation service infrastructure to reduce congestion, other considerations of this area are the geographical conditions in the form of hillside plateaus and small roads.The second area is the core cities, namely Bandung City and Cimahi City.The third area is in the Soreang area, the capital of Bandung Regency, which has the potential to develop the Central Business District area.The existing conditions in this area are dominated by residential areas that shift towards the core area.The fourth area is where the Jakarta-Bandung high-speed train station is located, namely in Padalarang, West Bandung Regency, and the Tegalluar area adjacent to Gedebage, potential for the emergence of the new trip attraction and generation.The last area is in the Rancaekek area in Bandung City which will develop into a Rancaekek industrial area.In Sumedang regency, there is the Jatinangor area which is an educational area.

Traffic Demand and Modelling
The transportation modelling was conducted using Origins-Destinations Matrix input data that was applied to the existing road network model with the whole Greater Bandung Area as coverage area, 10 resulting in the largest private vehicle flows in the southern region and the largest VCR >0.8 in the core area of Bandung City.Desire line for public transport movements for Greater Bandung were made, with all movements coming towards the city core.Model validation was obtained by comparing the modelled data with available traffic counting data (primary data from surveys at: Gedebage, Lembang, Padalarang, Pusdai, and Batununggal.From the model validation results, the PrT (private vehicles) calibration was then carried out with "Demand Matrix Correction", it was found that the goodness of fit of the model expressed in the R-square parameter was 0.6231 which indicated that the model was valid in representing current traffic conditions.To conclude the process, we obtained several points of interest from the results of spatial analysis, which will generate massive trips in the future due to their land use.They were then validated by the transport modelling process, yielding results satisfying the standard for public transit demand.The modelling also shows urgency in the development of alternative modes of travel with VCR values being as high as 1.49.At this stage, the points of interest will then be defined as hubs.Designation of the hubs is carried out to create a flow of relationships between the areas to be served.The placement of these hubs and their subsequent corridors depend on the factors such as the future trips between zones, existing modes of travel, road segment dimensions, land ownerships, and existing boundaries.Based on the results of the hub point analysis, 2 (two) categories were obtained based on the orientation of the main service corridor, namely vertical (north-south) and horizontal (east-west).The following are the results of the area development analysis that produced the main corridors and their supporters:

Conclusion and Discussion
Greater Bandung as a National Strategic Area (Kawasan Strategis Nasional) with its regional characteristics, existing road network, and distribution of built-up areas requires transport solutions that accommodate existing movements.Based on the analysis of the study, the development of the area can be done by prioritising 7 (seven) main points of interest which are translated into 9 (nine) hub points.The result is that there are 2 (two) main corridors as the backbone and 21 feeder corridors.

Figure 1 .
Figure 1.Greater Bandung Area [9].Bandung City and Cimahi City became the core area surrounded by 15 urban areas spread across West Bandung Regency, Bandung Regency, and Sumedang Regency and finally formed a metropolitan area.The selection of the development of these 15 areas is based on the potential of the population density and the potential movement of new trip generation and trip attraction which exists in each urban area.
a. Trip GenerationThis is a step that estimates the number of movements originating and attracted from a zone or land use.With output results in the form of generation/attraction from one zone to another.b.Trip Distribution6 This is the step that estimates the distribution of movements that go to and leave the zone.The distribution of movements is represented by a desire line or an Origin-Destination matrix.So that the output at this stage can see the distribution of movements from the origin zone to the destination zone.c.Moda SplitIt is the step that determines the proportion of travellers in the form of people and goods who use certain modes of transport.d.Trip AssignmentTrip Assignment is the last step.In selecting a route there are several reasons or determining factors such as travel time, time value, and travel costs.

Figure 6 .
Figure 6.Vehicle Flow in Greater Bandung.The West -East movement is the highest PrT demand on the Purbaleunyi toll road and Soekarno Hatta Road with a value of > 4,000 pcu/hour.While the North -South link movement is the largest vehicle flow in the Pasirkaliki area with 3,968 pcu/hour and the highest VCR values are in the Padalarang and Cibeureum zones with values of 1.49 and 1.35.Desire line public transport movements for Greater Bandung, all movements towards the city core.

Figure 10 .
Figure 10.Sketch of Future Transit Hubs and Corridors in Greater Bandung.

Table 1 .
Zoning of Urban Areas in Greater Bandung.

Table 2 .
Activity Centres in Greater Bandung.

Table 3
Activity Centres in Greater Bandung (continued).

Table 5 .
Hubs Oriented on The Horizontal Movements.